WO2007014802A1 - Procede de detection d'un processus de bifurcation et systeme d'assistance a la conduite pour vehicules automobiles - Google Patents

Procede de detection d'un processus de bifurcation et systeme d'assistance a la conduite pour vehicules automobiles Download PDF

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Publication number
WO2007014802A1
WO2007014802A1 PCT/EP2006/063481 EP2006063481W WO2007014802A1 WO 2007014802 A1 WO2007014802 A1 WO 2007014802A1 EP 2006063481 W EP2006063481 W EP 2006063481W WO 2007014802 A1 WO2007014802 A1 WO 2007014802A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
turn
target object
probability
module
Prior art date
Application number
PCT/EP2006/063481
Other languages
German (de)
English (en)
Inventor
Werner Urban
Holger Hofmann
Brendan Gibson
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP06777428A priority Critical patent/EP1913452B1/fr
Priority to AT06777428T priority patent/ATE477523T1/de
Priority to US11/989,020 priority patent/US8131444B2/en
Priority to DE502006007650T priority patent/DE502006007650D1/de
Publication of WO2007014802A1 publication Critical patent/WO2007014802A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions

Definitions

  • the invention relates to a method for a driver assistance system of a motor vehicle.
  • a typical example of a driver assistance system is a so-called ACC system (Adaptive Cruise Control).
  • ACC system Adaptive Cruise Control
  • This is an adaptive cruise control system capable of regulating the speed of the vehicle to a desired speed selected by the driver, and which additionally has a positioning system, for example a radar system, for locating vehicles in front and is thus able to control the speed if necessary of the own vehicle to that of the preceding vehicle, the so-called target object to adapt.
  • ACC system Adaptive Cruise Control
  • This is an adaptive cruise control system capable of regulating the speed of the vehicle to a desired speed selected by the driver, and which additionally has a positioning system, for example a radar system, for locating vehicles in front and is thus able to control the speed if necessary of the own vehicle to that of the preceding vehicle, the so-called target object to adapt.
  • a positioning system for example a radar system
  • the target object for the distance control is usually an immediately preceding vehicle on the driving lane of the own vehicle.
  • the system must therefore be able to recognize on which lane a preceding vehicle is located.
  • an angle-resolving radar sensor is used, with which not only the distance and the relative speed of the preceding vehicle, but also its azimuth angle and thus the transverse position can be measured with respect to the own vehicle.
  • the estimated lane course and thus the estimated course of the own vehicle must be estimated.
  • the yaw rate of the own vehicle is often measured, for example by means of a yaw rate sensor, so that a curved road course can be detected at least if the own vehicle has already retracted into the curve.
  • the angular velocity of a collective of preceding vehicles can also be used for the course prediction. If the own vehicle also has a navigation system, it is also possible to use the digital map of the navigation system to estimate the course of the road.
  • the curve prediction is then the basis for the determination of a so-called driving tube, which means a strip on the road, which is slightly wider than your own vehicle and the probable course of the vehicle follows.
  • a so-called driving tube which means a strip on the road, which is slightly wider than your own vehicle and the probable course of the vehicle follows.
  • the dynamic data of the preceding vehicles at least the vehicle, the target object for the It then checks whether they indicate an impending turning of the vehicle in question. From these data, in particular the relative speed, the deceleration and the lateral movement of the preceding vehicle, a parameter is calculated which indicates the turning probability for the vehicle. This turn-off probability can then be taken into account when interpreting the traffic situation, so that the risk of misinterpretations and incorrect reactions is reduced.
  • the motion data of preceding vehicles are used for curve prediction, for determining the lane of a multilane lane traveled by the own vehicle and / or for defining the limits of the driving tube, then the motion data of the vehicles for which a high likelihood of turning exists can be eliminated or reduced weighted, so that the "abnormal" transverse movements of the turning vehicles do not lead to an incorrect determination of the driving tube.
  • the running line on the side after which the preceding vehicle is likely to turn may be narrowed.
  • This has the advantage that the turning vehicle is earlier left the narrowed in this way driving route and then no longer considered in the distance control, so that then the next, not turning vehicle can be selected as the target object faster or, if such a vehicle is not is available again can be accelerated to the desired speed selected by the driver.
  • a speedier, the traffic flow promoting driving is achieved especially on rural roads and in city traffic.
  • the turn-off probability can also be incorporated into the so-called object plausibility check.
  • Object plausibility is understood to mean the processing step in which, in view of the unavoidable measurement inaccuracies of the location system and on the basis of the predicted driving tube, a probability is calculated that the located object is located inside the driving tube. At high turn probability then this plausibility parameter is reduced, so that the relevant Object earlier rejected as the target object for the distance control.
  • the turn-off probability can also lead to a modification of the immersion strategy, that is the strategy which determines how far the normal safety distance can be temporarily undershot in the case of a deceleration of the preceding vehicle, in order to avoid uncomfortably high delays or accelerations of the own vehicle and the traffic flow to "smooth out".
  • the calculation of the turn-off probability is preferably based on one or more of the following criteria.
  • a speed criterion evaluates how much the speed of the target object deviates from the expected value.
  • the idea behind this is that a vehicle that prepares for a turn will normally reduce its speed and thus drive slower than would normally be expected in the situation in question.
  • the expected speed can be determined from various points of view, for example taking into account the type of road (highway or country road), the traffic status (eg within or outside built-up areas), the history, ie the speed with which the vehicle concerned in the past drove, and the road course. For example, with curved lane it is possible to determine an expected value for the speed by assuming that the driver of the preceding vehicle will drive so slowly that a normal limit for the lateral acceleration will not be exceeded. From the well-known road curvature that is can be determined based on the yaw rate of your own vehicle and / or based on the digital map of the navigation system, then the expected speed can be calculated.
  • an expected speed value is first separately calculated, and then the minimum of these speed values is formed. If the actual speed of the vehicle in front, calculated from measured relative speed and driving speed of the own vehicle, this minimum falls significantly below and also exists a turning possibility, it can be concluded on a turning intention.
  • the deceleration of the preceding vehicle is evaluated.
  • a turn is typically preceded by a sustained deceleration of the vehicle.
  • a measure of the turn-off probability can therefore be obtained by measuring the duration of the period in which the deceleration of the vehicle is in magnitude above a certain threshold value.
  • the deceleration of the preceding vehicle may be integrated over time, and then this integral taken as a measure of the turning probability.
  • Another criterion is based on the measured transverse movement of the vehicle ahead.
  • the lateral position of the preceding vehicle with respect to the longitudinal central axis of the own vehicle can be calculated from the azimuth angle and the distance measured by the radar sensor.
  • the derivative with respect to time then provides the lateral velocity.
  • the transverse position and the transverse speed can be used for predicted road course can be related.
  • a significantly increased lateral velocity may indicate that the preceding vehicle initiates the turn or, if present, changes to a lane.
  • the information about the distance to the intersection or possibly the beginning of the turn lane can be obtained from the data of the navigation system.
  • Turning probability a weighted average of the specific turn probabilities formed.
  • FIG. 1 is a block diagram of a driver assistance system, which is designed for carrying out the method according to the invention
  • Figure 2 is a sketch of a traffic situation for explaining the method.
  • Figure 3 is a flow chart illustrating the essential process steps.
  • an ACC system 10 is shown as an example of a driver assistance system, the basic structure and operation of which can be assumed to be known and therefore outlined here only briefly.
  • An angle-resolving radar sensor 12 installed in the vehicle provides location data (distances, relative speeds, and azimuth angles) of the located objects to the ACC system 10.
  • the measurement data is updated cyclically, for example at intervals of about 1 ms.
  • the current measurement data are compared with the measurement data from previous measurement cycles, so that the movements of the individual objects can be tracked.
  • a course prediction module 16 serves to estimate the probable course of the own vehicle. For this purpose, only the yaw rate ⁇ of the own vehicle is evaluated in the simplest case, which is measured by means of a yaw rate sensor 18 and in conjunction with the driving speed of the own vehicle allows a determination of the road curvature in the just passed through his own vehicle lane section.
  • the data of the tracking module 14 are additionally evaluated during the course prediction.
  • the radar sensor 12 not only reacts to vehicles in front, but also to stationary objects as well as to oncoming traffic. However, the preceding vehicles can be identified by the relationship between their relative speed and the traveling speed of the own vehicle. If one or more vehicles in front are located, then an upcoming curve can already be seen in that the vehicles in front as a collective perform a transverse movement, even if the own vehicle is not retracted into the curve and thus the yaw rate ⁇ still virtually equal to zero is.
  • a driving tube module 20 is then used to determine a driving route within which those vehicles must be located that can be used as target objects for the distance control.
  • this route is a strip of a certain standard width following the predicted course.
  • a plausibility check module 22 the located and tracked in the tracking module 14 objects are then plausibility, d. h., for each object a probability is given that it is inside the raceway. In this case, it is taken into account that the location data, in particular the transverse position data, have certain error tolerances which increase with increasing object distance. If the probability that the object is within the travel tube is above a certain threshold, the object is "plausibility", i. that is, it is treated as a relevant object that is in its own lane. Finally, among the objects that are so plausible, the one with the smallest distance is finally selected as the target object for the distance control.
  • a control module 24 takes place on the basis of the location data of the target object, the actual distance control by engaging in the drive system and, if necessary, the braking system of the vehicle, so that the target object is tracked with a selectable by the driver within certain limits time gap.
  • an immersion strategy is usually implemented, which allows, for example, in a braking maneuver of the target object, the own vehicle is not braked immediately and not to the same extent, but temporarily immersed in the determined by the time gap target safety distance.
  • the ACC system 10 described here has an interface to a navigation system 26 of the vehicle.
  • This navigation system contains a road map stored in digital form and uses a GPS system (Global Positioning System) to determine the current position of your own vehicle, so that the ACC system also contains information about the type of road (highway or country road) and upcoming exits. Intersections, junctions, curves and the like are available.
  • the data of the navigation system 26 can also be used for the course prediction in the course prediction module 16. Nevertheless, it is expedient to use the locating data of the collective of the located vehicles for the course prediction, since the navigation system indicates the road curvature and the position of the own vehicle only with limited accuracy and the accuracy and reliability of the course prediction can be improved by fusion with the data of the tracking module 14 can.
  • the ACC system 10 has a recognition module 28 for detecting turning operations.
  • a recognition module 28 for detecting turning operations.
  • the recognition module 28 evaluates the location data of the preceding vehicles supplied by the tracking module 14 as to whether the movement pattern of one of these vehicles, in particular that of the tracked target object, is an impending turn suggesting.
  • the evaluation algorithm will be explained in more detail later in connection with FIG.
  • the result of the evaluation is a certain turning probability. In principle, such a turn-off probability for each localized vehicle can be calculated. For the sake of simplicity, however, it should be assumed here that only the turn-off probability for the target object is calculated.
  • This turn-off probability can be used, on the one hand, in the course prediction module 16 to modify the evaluation of the transverse movements of the collective of the located vehicles. If the turn-off probability is above a certain threshold value, the relevant object is eliminated from the collective in question, so that the curve prediction is not falsified by the turning vehicle. Alternatively, the weight with which the target object flows into the transverse movement of the collective can be reduced according to the turn-off probability. In this way, the accuracy of the course prediction is improved in the presence of turning vehicles.
  • the turn-off probability is also evaluated in the driving tube module 20, namely when determining the number of lanes and when determining the lane on which the driver's vehicle is traveling. So z. B., when the target object shears on a turn lane, be prevented that in the driving tube module 20 is erroneously assumed that there is an additional secondary lane. Since the driving tube module 20 subjects the location data of the objects to a statistical evaluation and thereby "remembers" even relatively long past events, it is thus possible in particular to prevent the driving tube module from erroneously assuming the existence of a secondary lane if the own vehicle has long since crossed the intersection happened and there is no turn lane left. On the other hand, the turn-off probability in the travel tube module 20 can also have a direct influence on the configuration of the driving tube, as will be explained in more detail later in connection with FIG.
  • the turn-off probability in the plausibility check module 22 may be taken into account in the target plausibility and selection, with the result that the turning vehicle is not unnecessarily treated as a target object, but is quickly switched to a new target object or to free travel (control to the desired speed).
  • the turn-off probability also influences the immersion strategy in the control module 24. If it is established with sufficient certainty that the previous target object will turn, a deeper immersion in the safety distance is acceptable and appropriate.
  • the detection of turns in the recognition module 28 can still be significantly improved if the vehicle is additionally equipped with a video system and thus able to recognize the direction indicator (turn signals) of the preceding vehicle.
  • the evaluation of the location data supplied by the tracking module 14 in the recognition module 28 makes sense, because this provides greater reliability and safety in the evaluation of the turn-off probability.
  • FIG. 2 illustrates a situation in which a vehicle 30 equipped with the ACC system 10 of FIG. 1 travels on a country road or urban road 32 with only one lane per direction of travel and a preceding vehicle 34 as Target object tracked.
  • the two vehicles are approaching an intersection 36 at which there is a turn.
  • the vehicle 34 has reduced its speed and is about to move out onto a turn lane 38.
  • the recognition module 28 is informed on the basis of the data of the navigation system 26 about the turn-off and recognizes from the movement pattern of the vehicle 34 that this vehicle is expected to turn.
  • a travel tube 40 is shown in Figure 2, which was determined in the driving tube module 20. Since the travel tube module has recognized that the road 32 has only one lane per direction of travel, the travel tube 40 is widened symmetrically to the longitudinal axis of the vehicle 30, so that target objects can be tracked safely even on winding roads. However, since the recognition module 28 now recognizes a high likelihood of turning off the vehicle 34, the driving tube module 20 transitions to a one-sided, namely on the right, narrowed driving lane 42 whose right-hand limit is only just outside the lane traveled by the vehicle 30 , This has the advantageous effect that the vehicle 34 is no longer treated as a target object in the plausibility module 22, as soon as it has completed the change to the turn lane 38. The own vehicle 30 can therefore accelerate again to the desired speed without undue delay, possibly even overtaking the vehicle 34 before it has finally turned off.
  • Such a passing process would normally be interpreted by the traveling tube module 20 as if the own vehicle 30 were now on the left lane of one two-lane carriageway. This would mean that the driving tube module retains the narrowed driving tube 42 even if the intersection 36 has long been passed.
  • the travel tube module 20 since it has been recognized by the recognition module 28 that the vehicle 34 is turning, the travel tube module 20 "knows" that the alleged secondary lane is a turning lane and therefore returns to the symmetrical travel tube 40 after passing the intersection 36 back.
  • the detected by the radar sensor 12 transverse movement of the vehicle 34 also does not cause that in the Kurs josdiktionsmodul 16 incorrectly an imminent right turn of the road 32 is assumed and then the driving tube is curved accordingly.
  • a flowchart illustrates a procedure that is periodically executed in the recognition module 28 to detect an imminent turn of the tracked target object and to calculate a turn probability.
  • step S1 it is checked on the basis of the data of the navigation system 26 whether there is a possibility of turning off in the immediately preceding section of the route. If this is not the case, the step Sl is repeated periodically until a turn is detected.
  • the road type which is e.g. B. indicates whether it is the road used by the own vehicle is a highway or a one-lane highway
  • the current traffic status eg. Inside or outside a closed village
  • the history ie the time course of the absolute velocity v of the tracked target object
  • the road curvature at the location of the target object is provided by the navigation system 26 and / or the travel tube module 20.
  • the absolute velocity v (t) that the target object had in the recent past results from the relative speed reported by the tracking module 14 in conjunction with the vehicle speed of the own vehicle.
  • the roadway curvature can be determined from the data of the navigation system 26 and / or (approximately) from the data of the yaw rate sensor 18.
  • step S3 each of the quantities read in step S2 then becomes a specific estimate of the speed
  • the applicable maximum speeds can be looked up in a country table based on the position data supplied by the navigation system. Accordingly, the traffic status "closed town" in Germany would be assigned an estimated value of 50 km / h. If the navigation systems 26 are an advanced system that also indicates the maximum speeds existing on rural roads or highways in each section of the route, the size "traffic status" is assigned to the respective maximum speed.
  • the minimum of the four velocity estimates thus obtained then forms the expected velocity v_EX.
  • a specific turn-off probability Q_v is then calculated according to a fixed function (function rule or table). The further the actual speed is below v_EX, the greater the turn-off probability.
  • step S4 another specific turn-off probability Q_a is calculated based on the delay behavior of the target object.
  • an average value a AVE for the deceleration (negative acceleration) of the target object is first calculated from the measured absolute velocities of the target object with a suitable time constant.
  • a timer is started, and in the consecutive cycles of the routine shown in FIG. 3, the time t DEC is then continuously measured, while the average Acceleration a AVE remains above the threshold.
  • the specific turn-off probability Q_a is then a monotone increasing function of t DEC, ie, the
  • step S5 another specific turn-off probability Q_Y is calculated on the basis of the transverse movements of the target object.
  • the lateral velocity v Y of the target object is first measured, and the turn-off probability Q_Y is then a monotonically increasing function of this lateral velocity, ie. h., the likelihood of turning off is greater, the faster the target moves to the side.
  • it can be taken into account here how far away the target object still is from the turn-off facility or, if the data of the navigation system indicates the presence of a turn-off lane, from the beginning of this delay lane.
  • step S6 a final value is calculated from the specific turn-off probabilities Q_v, Q_a and Q_Y calculated in steps S3 to S5
  • Turning probability Q is calculated by forming a weighted average of the specific turn-off probabilities with weighting factors W v, W a and W y.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Navigation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Forklifts And Lifting Vehicles (AREA)

Abstract

L'invention concerne un procédé destiné à un système d'assistance à la conduite d'un véhicule automobile (30), ce procédé étant caractérisé par les étapes suivantes : contrôle de l'existence d'une possibilité de bifurcation (36) au moyen d'une carte numérique d'un système de navigation et, si cette possibilité existe, évaluation des données dynamiques d'un véhicule circulant devant (34), ces données étant mesurées par un système de localisation (12), et calcul d'une probabilité de bifurcation pour ledit véhicule à l'aide de ces données.
PCT/EP2006/063481 2005-08-01 2006-06-23 Procede de detection d'un processus de bifurcation et systeme d'assistance a la conduite pour vehicules automobiles WO2007014802A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP06777428A EP1913452B1 (fr) 2005-08-01 2006-06-23 Procede de detection d'un processus de bifurcation et systeme d'assistance a la conduite pour vehicules automobiles
AT06777428T ATE477523T1 (de) 2005-08-01 2006-06-23 Verfahren zur erkennung eines abbiegevorgangs und fahrerassistenzsystem für kraftfahrzeuge
US11/989,020 US8131444B2 (en) 2005-08-01 2006-06-23 Method for recognizing a turn maneuver and driver assistance system for motor vehicles
DE502006007650T DE502006007650D1 (de) 2005-08-01 2006-06-23 Verfahren zur erkennung eines abbiegevorgangs und fahrerassistenzsystem für kraftfahrzeuge

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005036049.1 2005-08-01
DE102005036049A DE102005036049A1 (de) 2005-08-01 2005-08-01 Verfahren zur Erkennung eines Abbiegevorgangs und Fahrerassistenzsystem für Kraftfahrzeuge

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Publication Number Publication Date
WO2007014802A1 true WO2007014802A1 (fr) 2007-02-08

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PCT/EP2006/063481 WO2007014802A1 (fr) 2005-08-01 2006-06-23 Procede de detection d'un processus de bifurcation et systeme d'assistance a la conduite pour vehicules automobiles

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Country Link
US (1) US8131444B2 (fr)
EP (1) EP1913452B1 (fr)
CN (1) CN101233463A (fr)
AT (1) ATE477523T1 (fr)
DE (2) DE102005036049A1 (fr)
WO (1) WO2007014802A1 (fr)

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EP1913452B1 (fr) 2010-08-11
ATE477523T1 (de) 2010-08-15
DE102005036049A1 (de) 2007-02-08
EP1913452A1 (fr) 2008-04-23
DE502006007650D1 (de) 2010-09-23
US8131444B2 (en) 2012-03-06
US20090204304A1 (en) 2009-08-13

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